electronic throttle
in [Technical]
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From: Paul Hovnanian P.E. on 15 Mar 2010 18:39 jim beam wrote: > > if you buy all this fear-mongering idiocy that electronic throttle is a > problem, and that brakes, transmissions and ignition kill switches can > all simultaneously fail causing a driver to lose control, it might be > worth auto manufacturers of all stripes to adopt a slightly different > implementation of electronic throttle [e.t.] - if not for mechanical > reasons, but to shut the idiots up. > > first, lets understand e.t. functionality: > > 1. open the throttle when demanded > 2. close throttle when demanded > 3. allow "demand" to account for additional requirements like > a. de-throttle on shifting for automatics, > b. throttle appropriate to load at high demand [eg. full throttle at > low rpms can choke an engine and significantly reduce output - thus > de-throttle until revs support full open] > > if we analyze the above [which is not exhaustive, but representative], > we find that in almost all situations, an e.t. needs to be more closed > than demanded, but seldom, if ever, more open. I can think of two exceptions: Cruise control and idle control (for engine loads like air conditioning). In addition, mechanical throttles are often equipped with dash pots or other overrides to keep them from slamming shut too fast. The idea behind electronic throttles is that with one actuator, all of these functions can be implemented in software. -- Paul Hovnanian mailto:Paul(a)Hovnanian.com ------------------------------------------------------------------ If Mama Cass had just split that ham sandwich with Karen Carpenter, they'd both be alive today.
From: PeterD on 15 Mar 2010 19:41 On Mon, 15 Mar 2010 17:32:37 -0400, Bill Putney <bptn(a)kinez.net> wrote: >clare(a)snyder.on.ca wrote: >> On Mon, 15 Mar 2010 06:22:41 -0400, Bill Putney <bptn(a)kinez.net> >> wrote: >> >>> Rodan wrote: >>>> This electronic throttle thing is great. If you believe everything that >>>> could be invented has already been been invented, do this: Replace >>>> something already invented with something else already invented >>>> and call it a new invention. >>>> >>>> This has been successfully done in automobiles by throwing away the >>>> familiar throttle cable and replacing it with a whole new system of >>>> electromechanical parts;... >>> Is it not true that the drive-by-wire systems have a cable connecting >>> the accelerator pedal to the first electronic part? If so, a chain is >>> only as strong as its weakest link - literally in this case. If that's >>> the case, they'd be foolish to say that one benefit of the hi-tech >>> solution is the elimination of the cable. I can believe some of the >>> claims of better control of engines systems for power and emissions and >>> possibly enhanced safety if it's done right, but they should leave out >>> the part about eliminating the mechanical linkage. >> >> >> None that I've seen have the cable you mention. > >Really? SO you're saying there is some position sensor (potentiometer >or whatever) built right into the accelerator pedal (shaft, pivot, >whatever)? Many (most) do just that, (though they use multi-section potentiometers to allow reduncancy). All one assembly, bolts to the floor/firewall or a bracket under the dash.
From: Bill Putney on 15 Mar 2010 20:05 PeterD wrote: > On Mon, 15 Mar 2010 17:32:37 -0400, Bill Putney <bptn(a)kinez.net> > wrote: > >> clare(a)snyder.on.ca wrote: >>> On Mon, 15 Mar 2010 06:22:41 -0400, Bill Putney <bptn(a)kinez.net> >>>> Is it not true that the drive-by-wire systems have a cable connecting >>>> the accelerator pedal to the first electronic part?... >>> None that I've seen have the cable you mention. >> Really? SO you're saying there is some position sensor (potentiometer >> or whatever) built right into the accelerator pedal (shaft, pivot, >> whatever)? > Many (most) do just that, (though they use multi-section > potentiometers to allow reduncancy). All one assembly, bolts to the > floor/firewall or a bracket under the dash. Aright!! I get it!! LOL! -- Bill Putney (To reply by e-mail, replace the last letter of the alphabet in my address with the letter 'x')
From: AMuzi on 15 Mar 2010 20:29 Clive wrote: > In message <ts2dncwHgrWW3APWnZ2dnUVZ_uOdnZ2d(a)speakeasy.net>, jim beam > <me(a)privacy.net> writes >> dude, you're utterly clueless. this is about control systems. >> diesels have had control systems from day one. have you any idea >> /why/ they're always used? what would you have us do to them? > After looking at the workshop manuals for both my 02 Nissan Almera > diesel and my 09 Toyota Auris SR180 diesel, I see that both are > electronically controlled. My Nissan uses a pump injection system with > a primary injection (to reduce the noise) of 180 bar, my Toyota on the > other hand uses a common rail injection system with a pressure of 2000 bar. Thirty thousand pounds per square inch? wow. -- Andrew Muzi <www.yellowjersey.org/> Open every day since 1 April, 1971
From: Dave on 15 Mar 2010 21:02
"Rodan" <Rodan(a)Verizon.NOT> wrote in message news:3jice3.b0j.19.1(a)whidbey.net... > "jim beam" <me(a)privacy.net> wrote; > > dude, you're utterly clueless. this is about control systems. > diesels have had control systems from day one. > have you any idea /why/ they're always used? > what would you have us do to them? > ______________________________________________________________ > > Please ask an experienced diesel mechanic that question. > Surely he/she will tell you that diesels have no throttle > plate to control, therefore no use for a throttle plate cable. > > As you gain experience as a devil's advocate, please try > to keep your demurrals related to the subject at hand, > lest your sincere postings be mistaken for trolling. > > Rodan. Much, much too late. |